CN103153778B - There is the ship of Magnus rotor, especially freighter - Google Patents
There is the ship of Magnus rotor, especially freighter Download PDFInfo
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- CN103153778B CN103153778B CN201180044595.5A CN201180044595A CN103153778B CN 103153778 B CN103153778 B CN 103153778B CN 201180044595 A CN201180044595 A CN 201180044595A CN 103153778 B CN103153778 B CN 103153778B
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- propelling
- magnus rotor
- electric notor
- ship
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H9/00—Marine propulsion provided directly by wind power
- B63H9/02—Marine propulsion provided directly by wind power using Magnus effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H13/00—Marine propulsion by wind motors driving water-engaging propulsive elements
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Ocean & Marine Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
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Abstract
The present invention relates to a kind of ship, especially a kind of freighter, described gear has multiple Magnus rotor (10), each wherein in multiple Magnus rotor is assigned the electric notor (M) that can control separately for making Magnus rotor rotate, wherein each electric notor is assigned current transformer (U), to control rotating speed and/or the rotation direction of electric notor.Ship, especially freighter also have Central Processing Unit (CPU) (SE), and described Central Processing Unit (CPU) is connected with current transformer to control independent current transformer, independently to control rotating speed and/or the rotation direction of Magnus rotor with other Magnus rotor respectively.Ship, especially freighter also have the electric notor (HA) of the main drive as ship, and wherein electric notor is assigned the current transformer for controlling electric notor.Control unit controls Magnus rotor in the first operational mode, makes to obtain maximum propelling, and the difference between the propelling wherein expected and the propelling obtained by the rotation of Magnus rotor is produced by electric notor.Control unit turns off Magnus rotor in the second operational mode and the electric notor that advances past expected produces.
Description
Technical field
The present invention relates to a kind of ship with Magnus rotor, especially freighter.
Background technology
Magnus rotor is also referred to as not Lay Tener rotor or sail rotor.
Magnus effect is described in and rotates and by perpendicular to the appearance of transverse force in the cylinder that flows through of described axis ground, that is transverse force is perpendicular to described axis and inflow direction around own axes.The superposition of uniform flowing and the whirlpool around this body can be understood as around the cylindrical flowing rotated.The asymmetric distribution of pressure on cylinder periphery is drawn by the uneven distribution of always flowing.Therefore, ship be provided with rotation or rotate rotor, described rotor in distinguished and admirable middle generation relative to actv., that is along with the power that the wind direction of maximum speed correction is vertical, described power with when sailing boat travels similarly for boat.The cylinder of vertical stand-up rotates around its axis, and the air flow through so from the side preferably in rotational direction flows around cylinder due to surface friction.Therefore, on front side, flowing velocity be larger and static pressure time less, ship is obtained along the power of working direction.
Described ship publishes Co., Ltd from " DieSegelmaschine " ClausDieterWagner, ErnstKabel, and hamburger is 1991, known in the 156th page.In this research, whether the Magnus rotor being also referred to as not Lay Tener rotor can as actuating device or auxiliary drive for freighter.
From US4,602, known a kind of drive system for ship in 584, described drive system has traditional screw propeller with one or more rotor sail and rudder gear.At this, the generation of propelling is via traditional actuating device and utilize the Magnus effect produced by rotor sail to realize, and described traditional actuating device is controlled by traditional control.Traditional actuating device can drive rotor sail, and described rotor sail no doubt also can be driven by own actuating device.The control of rotor sail is undertaken by the control unit be located on bridge, described control unit has two joysticks, rotating speed and the rotation direction of rotor sail can be regulated, to have an impact to the direction of the propelling thrust caused by Magnus effect thus via described joystick.
Known a kind of ship with multiple Magnus rotor from DE102005028447A1, each in wherein said multiple Magnus rotor is assigned the electric notor that can control separately for making described Magnus rotor rotate.Each electric notor is assigned current transformer, to control rotating speed and/or the rotation direction of Magnus rotor.
Summary of the invention
The object of the invention is to the economical operation designing ship, drive described ship by means of Magnus rotor.
Described object is by ship according to the present invention and realize according to method of the present invention.
Therefore, be provided with a kind of ship, especially freighter, described gear has multiple Magnus rotor, Central Processing Unit (CPU) and the electric notor as main drive.At this, Magnus rotor can separately be controlled in the first operational mode by Central Processing Unit (CPU), make to obtain maximum propelling, the difference between the propelling wherein expected and the propelling obtained by the rotation of Magnus rotor is produced by electric notor.In the second operational mode, turn off Magnus rotor by Central Processing Unit (CPU) and expect advance past electric notor produce.
Not being both between described two operational modes is favourable, most optimally run because---that is travel at sea according to the use that ship of the present invention can be current according to it or sail into or rest in harbour---, thus reduce the fuel discharge of ship, and then the economy of ship can improve.Therefore, the course line of ship can be selected at sea according to wind direction, to arrive the destination travelled by means of following propulsive force, described propulsive force is obtained by Magnus rotor as much as possible and can abandon main drive as much as possible in described propulsive force situation.At this, ensure that simultaneously, the propelling of ship is provided when the course line of ship can not be selected according to wind direction, because use main drive and Magnus rotor to be turned off at that time completely.
According to an aspect of the present invention, control unit controls Magnus rotor in the 3rd operational mode, make to obtain the propelling less than the maximum propelling of Magnus rotor by Magnus rotor, the difference between the propelling wherein expected and the propelling obtained by the rotation of Magnus rotor is produced by electric notor.The economy according to ship of the present invention is improve by described operational mode, because when although Magnus can not use, if the course line that wind direction combines the ship provided creates propulsive force, although can carry out the support of the propelling to ship, but the course line of ship can not be optimized to the effect of Magnus rotor.In this way, in described operational mode, can realize the support to main drive by Magnus rotor, making also can saving fuel at this.
According to another aspect of the present invention, according to ship of the present invention, especially freighter also has propelling unit, and described propelling unit is by electric motor drive.Ship also has explosive motor, and described explosive motor and electrical generator are coupled, to produce electric energy.Ship also has the actuation unit for presetting the propelling expected.At this, the propelling expected is the absolute of ship or relative velocity in the first operational mode, in the second operational mode, be angle of rake pitch-gradient and be the absolute or relative power of electric notor in the 3rd operational mode.
At this advantageously, the manoevreability according to ship of the present invention can improve by being provided with actuation unit, can carry out different presetting of advancing in described actuation unit according to the operational mode of ship.Therefore this is favourable, because carry out different assessments to the degree advanced in each operational mode.Therefore, in mobile process, such as in harbour advantageously, regulate by angle of rake pitch-gradient the degree moved forwards or backwards, be very trickle because move forwards or backwards thus and only can control by means of little time delay.On the other hand, explain aobvious clearer to the staff of ship at sea, since preset the absolute velocitye or relative velocity expected.
According to an aspect of the present invention, control unit comprises wind speed, wind direction, the destination of presetting of ship and/or the navigation information of navigation elements.This is favourable, because thus required information is supplied to the control to ship, to calculate the course line of ship.
According to another aspect of the present invention, the navigation information of control unit and wind speed, wind direction, default course line and/or navigation elements controls the rotating speed of Magnus rotor and/or rotation direction relatively.At this advantageously, realize the propelling of optimal effectiveness for generation of ship of Magnus rotor, and then the fuel discharge of ship can be reduced simultaneously.
According to an aspect of the present invention, control unit is in order to determine the rotating speed of Magnus rotor and/or rotation direction and application characteristic curve, and described characteristic curve is established in a control unit.By applying the characteristic curve that can arrange separately each Magnus, can be that each independent Magnus rotor optimization advances, because described Magnus rotor its accurate characteristics when producing propulsive force relatively with rotating speed and rotation direction and wind speed is known.Described characteristic curve can by determining the calculating of each Magnus rotor or measure individually or jointly.
According to another aspect of the present invention, control unit and wind speed, wind direction, default destination and/or navigation information determine course line relatively, and in described course line, the propelling obtained by the rotation of Magnus rotor is maximum.Thus, the propelling produced by Magnus rotor can be made to maximize, because control when determining course line substantially follow landscape condition and most optimally utilize described landscape condition, drive towards destination with the form of sailing boat as much as possible according to ship of the present invention thus, and then also minimized by the propelling that main drive is produced by consumption of fuel.
According to an aspect of the present invention, control unit controls ship, to occupy determined course line, in described course line, the propelling obtained by the rotation of Magnus rotor is maximum.As long as control can be given by the selection in course line and execution in this way, making to control to determine and also performing for making full use of for the propulsive force that produced by Magnus rotor is optimized course line, thus all the time at once to the landscape condition changed, especially react to the change of wind direction, and then to make saving of fuel optimization.
According to another aspect of the present invention, control unit is the consumption that each operational mode calculates the fuel of explosive motor, is compared by described consumption and export the consumption calculated and the result compared with the consumption of other ships similar in its size.Thereby, it is possible at any time by the staff of ship or also evaluate the economy according to ship of the present invention by other information receivers, wherein said information also such as can pass to the accepter of outboard wirelessly by means of information transmission.
According to another aspect of the present invention, be provided with multiple explosive motor, described multiple explosive motor is coupled, to produce electric energy with the electrical generator of in multiple electrical generator respectively.In addition, several explosive motors that control unit is connected in multiple explosive motor to produce required electric energy, make at least to produce required electric energy by corresponding electrical generator, and several explosive motors turned off in multiple explosive motor, make the fuel discharge caused by explosive motor be minimized.Unique large explosive motor can be substituted in this way and be provided with multiple less explosive motor.This is favourable, because substitute the operation of a described large explosive motor, each less explosive motor temporarily can turn off according to required power, and then can be protected in its wearing and tearing.In addition, one in less explosive motor can be cut off when damage or fault and be repaired or change, and does not need the operation limiting remaining explosive motor thus.
Accompanying drawing explanation
Embodiments of the invention and advantage is illustrated in detail hereinafter with reference to accompanying drawing:
Fig. 1 illustrates the block diagram of the ship according to the first embodiment;
Fig. 2 illustrates according to the controlling party block diagram according to the ship of first embodiment of Fig. 1;
Fig. 3 illustrates the schematic diagram of the generation system of electric energy;
Fig. 4 illustrates the schematic diagram of another generation system of electric energy;
Fig. 5 illustrates the block diagram with the ship of the function unit according to Fig. 2 according to the first embodiment;
Fig. 6 illustrates the view of the actuation unit of the ship according to the first embodiment.
Detailed description of the invention
Fig. 1 illustrates the schematic diagram of the ship according to the first embodiment.At this, gear is by the hull be made up of region 16 and region waterborne 15 under water.In addition, gear has four Magnus rotors 10 or not Lay Tener rotor 10, and four angles that described Magnus rotor or not Lay Tener rotor are arranged on hull are preferably configured to be columniform.Four Magnus rotors 10 are the actuating devices promoted for the wind of ship according to the present invention at this.Gear has the deck house 40 with bridge 30 be arranged in bow.Ship has screw propeller 50 or propelling unit 50 under water.In order to the manoevreability improved, ship equally also can have transverse direction and advance rudder, is wherein preferably provided with a horizontal propelling rudder on the quarter and on bow, is provided with one or two laterally to advance rudder.Preferably, described laterally propelling rudder is electrically operated.Accommodation, kitchen, supplies storage room, dining room etc. are arranged in deck house 40.At this, deck house 40, bridge 30 and the whole superstructures in the open on deck 14 all have aerodynamic shape, to reduce air resistance.This especially can by being avoided the parts of sharp-pointed rib and cusped edge to realize substantially.Minimize to make air resistance and realize aerodynamic shape, being provided with the least possible superstructure.
Fig. 2 illustrates the controlling party block diagram of the ship of the first embodiment according to Fig. 1.Each in four Magnus rotors 10 has own motor M and independent current transformer U.Current transformer U is connected with Central Processing Unit (CPU) SE.Diesel driven device DA is connected with electrical generator G, to produce electric energy.At this, substitute a diesel driven device DA, also the combination of multiple single diesel driven device DA can be connected with described electrical generator G or with the single electrical generator G of respective numbers, described multiple single diesel driven device and electrical generator are observed all the time as a whole, outwards provide the power equal with corresponding independent large diesel driven device DA or electrical generator G.Each current transformer U is connected with electrical generator G.In addition show main drive HA, described main drive is equally also connected with electric notor M, and described electric notor is not only connected with control unit SE but also with electrical generator G by means of independent frequency converter U again.At this, four Magnus rotors 10 can not only can be controlled independently of each other individually, also.
The control of Magnus rotor 10 and main drive HA is undertaken by control unit SE, described control unit to measure (wind speed, wind direction) E1, E2 from current wind and determine each Magnus rotor 10 according to the information E3 (and alternatively according to the navigation information of navigation elements NE) of theoretical moving velocity and actual travel speed and the rotating speed of main drive HA and rotation direction, to realize the propulsive force expected.As long as need, control unit SE is according to the thrust of four Magnus rotors 10 and current ship's speed and the theoretical value of speed infinitely regulates main driving arrangement HA downwards.Therefore, it is possible to by wind energy power directly and be automatically converted to saving fuel oil.By the independently control to Magnus rotor 10, also ship can be controlled when there is no main drive HA.In particular, by the corresponding control to each Magnus rotor 10, the stability of ship can be realized when strong wave.
In addition, one or more laterally propelling rudder QSA can be provided with, to improve the manoevreability of ship.At this, one can be provided with at quarter and laterally advance rudder QSA and be provided with one or two laterally propelling rudder QSA at bow.Each rudder QSA that laterally advances is assigned motor M for driving and current transformer U.Current transformer U is connected with Central Processing Unit (CPU) SE and electrical generator G again.Therefore, laterally advance rudder (only illustrating in fig. 2) equally also to can be used in controlling ship, laterally advance rudder to be connected with Central Processing Unit (CPU) SE (via current transformer U) because described.Rudder QSA is laterally advanced separately to be controlled by Central Processing Unit (CPU) SE about its rotating speed and rotation direction.At this, control can be carried out as described above.
Fig. 3 illustrates the schematic diagram of the generation system of electric energy.Generation system according to Fig. 3 can be integrated in the control according to Fig. 2.Such as, two diesel driven devices or the explosive motor DA of electrical generator G1, the G2 with series connection are shown.The waste gas of diesel driven device DA is discharged and flows to after-burning unit NV in freeing pipe 110.Fire in the rear in unit NV, the still unburned component combustion in diesel driven device DA of waste gas, and via the H Exch WT of series connection, the considerable part of described heat output and waste-gas heat extracted from described H Exch and be used for driving another electrical generator G3, another electrical generator described produces additional electric energy from described heat.Therefore, diesel driven device DA less to be needed and its fuel discharge is relatively less by corresponding.Subsequently, thisly can be discharged via flue 112 by the waste gas of reprocessing.The electric energy produced by electrical generator G1 to G3 can as shown in Figure 2 the motor M such as flowing to main drive HA via ship electrical network.Additionally, the current transformer U of Magnus rotor 10 and electric notor M can be supplied by electric energy via ship electrical network.Ship electrical network can also be used for, and guarantees that ship electric energy supplies.
Fig. 4 illustrates the schematic diagram of another generation system of electric energy.At this, the element shown in generation system of electric energy and its Reference numeral meet element and the Reference numeral of Fig. 3.In described form of implementation, for after-burning unit NV and H Exch WT as an alternative, be provided with steam turbine DT.Certainly, also described steam turbine can be provided with together with the after-burning unit NV of Fig. 3 and H Exch WT.At this, the waste gas of diesel driven device DA is flowed to steam turbine DT by freeing pipe 110.The waste gas of heat for generation of overheated aqueous vapor, drives turbo-machine for generation electric energy by means of described aqueous vapor by described steam turbine.Subsequently, the waste gas cooled in steam turbine DT is discharged via flue 112.Subsequently, the electric energy obtained thus be input in the ship electrical network of ship and then equally also can be supplied to other loads in main drive HA, the motor M laterally advancing rudder QSA and/or Magnus rotor 10 and ship electrical network.
Fig. 5 illustrates the block diagram with the ship of the function unit according to Fig. 2 according to the first embodiment.Show the control unit SE for controlling diesel driven device DA and electrical generator G.In order to improve visuality, other devices for controlling according to Fig. 2 are not shown.Control unit SE is connected with actuation unit BE, and described actuation unit such as can be arranged on the bridge of ship.Via described actuation unit BE, the input on control unit SE can be performed by ship staff.Actuation unit BE can have the input possibility such as keyboard or touch-screen display.Equally also can to press being used for or the button, button, switch, joystick etc. of turn are set to input mechanism.Described input mechanism can physically show and/or such as illustrate virtually on touch-screen display.Also possible that, by means of language in-put, such as perform the input on control unit SE via microphone.In addition, by means of actuation unit BE, the information of control unit SE and notice also can show and export, such as on the display element of such as telltale or monitor optically, via loudspeaker etc. as the tinkle of bells or chimes of doom or via sound report in the mode of acoustics or also to show as the output content on paper by means of chopping machine or graph plotter and export.
Fig. 6 illustrates the view of the actuation unit of the ship according to the first embodiment.Show so-called telegraph TG, such as described telegraph can aboard ship such as the speed of default ship or the revolution of main drive.On the right of described telegraph, be provided with keyboard, described keyboard has a perpendicular row button T1 for a kind of pattern of input, by pressing described button, ship is moved in this mode.Whether be provided with a perpendicular row display part A1 abreast on the right of described one perpendicular row button T1, described display part is distributed to each button T1 and is demonstrated, made operation to corresponding button T1 and then whether have selected corresponding pattern.In addition, then keep right and be provided with the button T2 of the second perpendicular row, via can the corresponding operation scheme of selection mode to the operation of described button T2.At this, described operation scheme is a pattern or is also the subfunction of multiple pattern.Demonstrate via the selection of button T2 to operation scheme respectively by the display part be integrated in button T2.
In addition, via actuation unit BE, via transmitting set TG can the position of control inputs such as ship route or rudder, the speed of ship, the revolution of propelling unit 50, or such as can laterally advance the use of rudder QSA, the connection of diesel driven device DA and cut-out etc. by control inputs via button T1 and/or T2.Described input can as being manually preset in manual mode the component part being performed or also can in the different automatic modes controlled be the automatic sequence controlled by the staff of ship.
In order to make full use of the possibility according to ship economical operation of the present invention, need following control, described control optimally fully employs the different possibilities of propulsive force that is that produce electric energy and that described electric energy is converted to ship.At this, summarize the device for generation of electric energy shown in Fig. 2 to 4 and the device for producing the propulsive force of ship when receiving electric energy as follows.
-for generation of the device of electric energy:
There is the diesel driven device DA of electrical generator G; With
For after-burning unit NV and the H Exch WT or steam turbine DT of the waste gas of diesel driven device DA.
-for producing the device of the propulsive force of ship when receiving electric energy:
Main drive HA, that is has the propelling unit 50 of motor M and current transformer U;
There is the Magnus rotor 10 of motor M and current transformer U.
The transverse direction with motor M and current transformer U advances rudder QSA equally also to receive electric energy, but but produces the power of the travel direction orientation transverse to ship thus.Because described transverse force does not concentrate in the propelling of ship, keep not considering laterally to advance rudder QSA in described list.
Design in order to the possibility made full use of according to ship economical operation of the present invention, ship is run in different automatic modes.Each in described pattern is set to the particular type for shipping row.Such as can be switched between manual mode and automatic mode at one between described automatic mode, equally also by means of actuation unit BE by ship staff.At this, in case of interferers, also by controlling the automatic disconnection carrying out automatic mode, can make subsequently in manual mode, can continue safely to make shipping row under the control of ship staff.In whole patterns, the respective process in control stores as automatic sequence.
Harbour pattern (" Harbour-Mode ") can be set to first mode, in the pattern of described harbour, in the harbour of accommodation on harbour embankment, such as, so that unloading or loading.In the pattern of described harbour, ship does not travel, and that is, main drive HA or propelling unit 50 are disconnections with laterally advancing rudder QSA.The motor of Magnus rotor 10 is equally also cut off, because do not need or do not allow to produce propulsive force.Therefore, by ship, not there is propulsive force and determine harbour pattern.By control unit SE, a described or diesel driven device DA can be driven, so that by means of electric energy storeship electrical network, the cover plate, light equipment etc. of the hoisting crane of such as having by oneself for the power supply in the main cabin and kitchen of running control unit SE self, actuation unit BE and ship, ship or other handler, unloading chamber.At this, can make unique diesel driven device DA existed in ship power corresponding little run or several diesel driven devices DA of turning off in multiple diesel driven device DA, connect a diesel driven device DA in multiple diesel driven device DA or several diesel driven devices DA simultaneously.
Second pattern can be maneuver model (" Maneuver-Mode ").Can apply described pattern, to drive neatly within harbour, ship lock, dock, narrow river or canal etc., that is ship such as rolls away from from harbour embankment or ship lock wall or moves near obstacle in this stop or ship.To this, laterally advance rudder QSA if be provided with in ship, then can use except main drive HA or propelling unit 50 and laterally advance rudder QSA.Therefore, in maneuver model, at least one diesel driven device DA equally also can be made to run or make several diesel driven devices DA in multiple diesel driven device DA run if desired, if described several diesel driven devices DA is set to the electric energy for being collectively provided in maneuver model.In addition, in maneuver model, the armamentarium be also located in the pattern of harbour can supply via ship electrical network.
River pattern (" River-Mode ") can be set to three-mode.Described pattern can be used in comparatively on vast expanse of waters, such as, be the broad canal of such as Kiel canal, the broad river that can well open the navigation or air flight or with in waters by the sea and navigation channel.In these cases, be not provided with the manoevreability of side direction, turn off thus and laterally advance rudder QSA.In addition, can be based on, in river pattern, different from maneuver model, the course line of ship and speed can keep longer time gap, and described maneuver model is affected by the transience of its motor-driven process.Therefore, it is possible to make Magnus rotor 10 run in river pattern, so that a part for the propulsive force required for obtaining via described Magnus rotor and correspondingly make main drive HA or propelling unit 50 low load operation.But at this, the use of restriction Magnus rotor 10, makes the propulsive force produced by Magnus rotor 10 not exceed with respect to the certain ratio of the propulsive force of main drive HA generation.This such as can carry out via to the rotating speed restriction of Magnus rotor 10.
At this it should be noted that, in river pattern, the maneuverability of ship is due to river, canal or navigation channel narrow or be restricted significantly owing to being adjacent to seashore, shallow waters or other boats and ships, makes can not at random select the course line of ship and can not be directed on wind direction to optimize Magnus effect.Therefore, when favourable wind direction, a part for propulsive force obtains by means of Magnus rotor 10, but the course line of ship is only matched with wind direction slightly.Therefore, propulsive force only can partly realize by means of Magnus rotor 10, and described Magnus rotor alleviates the burden of main drive HA or propelling unit 50 and then reduces the energy requirement of diesel driven device DA.If the part in propulsive force can obtain from Magnus rotor 10, unique diesel driven device DA so can be made to run under corresponding less power or some diesel driven device DA that can turn off in multiple diesel driven device DA and make some the diesel driven devices DA in described multiple diesel driven device DA run power for providing less common public affairs.
In addition, in described 3rd river pattern, also after-burning unit NV and H Exch WT or steam turbine DT can be used for the waste gas utilizing diesel driven device DA, because at the continuous operation of diesel driven device DA, that is under stable running state, the acceleration of after-burning unit NV and H Exch WT or steam turbine DT and the consumption of operation are only worth and produce than for himself acceleration and the more electric energy of the electric energy that runs.
Four-mode is called navigation pattern (" Sea-Mode ").Described pattern is set to for traveling at sea, that is as freely travelling when the obstacle not making ship turn to.In described 4th navigation pattern, optimal can produce propulsive force with by Magnus rotor 10, because the course line of ship can be followed in wind direction, that is, by selecting the course line of ship can realize wind direction transverse to the longitudinal direction of ship to realize the propulsive force optimization making to be produced by Magnus rotor 10.In order to cause propulsive force that is optimum, that caused by Magnus rotor 10, in described 4th navigation pattern, Magnus rotor 10 is driven by with its full rotating speed.In addition, due to stable driving situation, run with its full effective power for using the after-burning unit NV of the waste gas of diesel driven device DA and H Exch WT or steam turbine DT.Thus, in described 4th navigation pattern under corresponding applicable landscape condition likely, the power reducing diesel driven device DA to a certain extent or turn off the diesel driven device DA of the respective numbers in multiple diesel driven device DA, and then saving fuel to a certain extent, the degree of saving if obtain the propulsive force of expectation from Magnus rotor 10.In addition, electric energy can be obtained by means of after-burning unit NV and H Exch WT or steam turbine DT from the surplus power a diesel driven device DA or multiple diesel driven device DA.Rudder QSA is laterally advanced to turn off.
In described 4th navigation pattern, course line can freely be determined substantially.At this, other boats and ships obviously to be noted.Because when identifying other traffic participant described early and can course line be set up when understanding marine site early, crash so reliably get rid of and however still allow selecting very freely course line, described selection is followed in existing landscape condition.Therefore, it is possible to almost the course line of unrestricted choice the driveability of optimization at different aspect can be used for by described:
-for the optimized operation scheme that saves time (" Time-Safe-Mode ")
In said case, when selecting course line, arriving destination port as quickly as possible and there is the highest preceence.Therefore, the speed of as far as possible directly path and expectation to destination port is selected mainly to realize by means of main drive HA or propelling unit 50.If when drawing propulsive force in based on the default course line of wind direction, carry out the support to propulsive force by the operation of Magnus rotor 10.But the orientation for the course line being realized propulsive force by Magnus rotor 10 is not realized clearly.In other words, in this operation scheme of navigation pattern, such as in traditional ship, the length according to distance determines course line, and so by the support of Magnus rotor 10 pairs of propulsive forces only when it realizes from when obtaining with the wind direction that the ship route preset is combined by accident.
-for the operation scheme (" Cost-Safe-Mode ") of cost optimization
In described operation scheme, to the orientation in course line with carry out with being calculated as follows, operating cost and time limit cost are compared.In addition, operating cost refers to the fuel discharge of diesel driven device DA.Therefore, preset course line as follows, make such as can reliably meet the deadline, that is, make punctually to arrive destination port, but the coupling of Negotiation speed or by making full use of this remaining time utilizing the optimization of the propulsive force produced by Magnus rotor 10 simultaneously.In other words, travel quickly unlike required strategic point, punish to avoid the time limit to reduce consumption of fuel and still to arrive destination on schedule.
-for the optimized operation scheme of fuel discharge (" Fuel-Safe-Mode ")
In the described operation scheme of navigation pattern, course line is by controlling optimization as follows, propulsive force produces by means of Magnus rotor 10 as much as possible and diesel driven device DA can low load operation as much as possible, can realize saving of fuel large as far as possible thus.Therefore, in described operation scheme, as long as destination port, marine site and marine traffic allow, course line is oriented on wind direction, so that all the time realize facing to ship side, that is transverse to the wind direction of the longitudinal direction of ship, in described wind direction, Magnus effect is maximum.In other words, ship is navigated by water towards destination port by the wind as far as possible facing to ship side by means of Magnus rotor 10 as much as possible under described operation scheme.
Because when there are not the special needs at the harbour that arrives at the destination as quickly as possible, prerequisite is whether should reduce the operation scheme optimizing ship in fuel discharge, as long as so have selected the 4th navigation pattern, in the 4th navigation pattern, the operation scheme (" Fuel-Safe-Mode ") being used for optimized fuel consumption can be preset as normal conditions.
In the whole above-mentioned pattern that Magnus rotor 10 runs, wind direction and wind speed are by controlling to determine and considering to determine rotation direction and rotating speed, as what illustrate with reference to Fig. 2 to run Magnus rotor 10.At this, in addition preset the power of main drive or the desired speed of ship according to pattern by the staff of ship by means of actuation unit BE, the power of described main drive or the desired speed of ship are taken into account together with controlling when determining the rotation direction of Magnus rotor 10 and rotating speed.Be Magnus rotor 10 respectively predetermined power curve in control unit SE, using described horsepower curve according to when the power of the wind direction measured and wind speed and expectation or speed determination rotating speed.To this, equally also can apply the horsepower curve calculated with theoretical mode, such as, be, the horsepower curve determined by the measurement such as reached in specific measurement row.
Switching between these four patterns can be carried out via actuation unit BE.In addition, can be preset via described actuation unit BE by the staff of ship, described presetting can be different results according to selected pattern.Therefore, it is possible to such as directly regulate the pitch-angle of propelling unit 50 via so-called traveling joystick or cabin telegraph, to drive ship neatly by means of main drive HA in the first harbour pattern.
In the second maneuver model, directly can preset the gradient of propelling unit 50 via traveling joystick.Thus when main drive HA rotates with constant rotating speed and rotation direction, directly can preset the propulsive force of ship or the travel direction of ship via actuation unit BE by changing pitch-gradient, namely forward or backward.
In the 3rd river pattern, the traveling joystick via actuation unit BE directly can preset the power of main drive HA or propelling unit 50, and described power can be kept by control.At this, can consign to control, control how to realize described power, that is which power can be realized by Magnus rotor 10 and which surplus power additionally must be applied by diesel driven device DA or multiple diesel driven device DA.Therefore, the power of the 2000kW of main drive HA or propelling unit 50 can such as be preset.
In the 4th navigation pattern, the traveling joystick via actuation unit BE can using the speed of ship as absolute value or also preset relative to the maximum speed of ship.So, control can carry out optimization to the rotation direction of the course line of ship and Magnus rotor 10 and rotating speed, makes the diesel driven device DA by means of the smallest number as far as possible used as few as possible in diesel driven device DA or multiple diesel driven device DA realize the speed preset.Such as can preset the speed of 75% as input, this can corresponding to the absolute velocitye of 16kn.
By means of actuation unit BE, also according to pattern, different information can be supplied to the staff of ship.Therefore, can export all the time, control now which input to come selection mode and/or operation scheme or which pattern and/or which operation scheme according to and regulated by the staff of ship.Can demonstrate observed reading, the navigation information of such as wind direction or wind speed or theoretical moving velocity and actual travel speed E3 and alternatively navigation elements NE, described wind direction or wind speed are input in control unit SE as observed reading E1 and E2 according to Fig. 2.
In order to assess the economy of shipping row, also can such as every day zero point carry out once to past one day or other are preset or the automatic calculating of fuel discharge of adjustable time gap.At this, similar ship can be relevant to such as assess by means of the reference table of the aviation value of the fuel discharge of the described ship stored in the controlling the consumption of ship according to the present invention, therefore so as to obtain and similar size conventional ship compared with by ship according to the present invention in the past one day or the fuel saved in other times interval.
Thought of the present invention relates to Magnus rotor 10 and propelling unit 50 or main drive HA and applies in combination, makes main drive HA in the insufficient situation of wind, only must provide the power difference that can not be provided by Magnus rotor 10.Propose, ship driven by means of Magnus rotor 10 in principle and propelling unit 50 or main drive HA only in the insufficient situation of wind condition as a supplement.At this, Magnus rotor be designed by its run realize with by angle of rake equal power (being approximately 6000kW).Therefore, when wind is enough, the driving of ship can pass completely through Magnus rotor 10 and realize.This such as realizes when wind speed is 12 to 14 metre per second (m/s), and propelling unit 50 or main drive HA can be cut off, because described propelling unit or main drive are no longer necessary for the propelling of ship.
Therefore, carry out the control to main drive HA, make Magnus rotor 10 produce maximum power or almost maximum power.Therefore, the increase of the power of Magnus rotor directly causes the saving of fuel, because need not produce additional energy by main drive HA for electric drive.Therefore realize the saving of fuel, and do not need by ICE-powered propelling unit 50 or main drive HA and to the control of Magnus rotor 10 between mate.
Claims (9)
1. freighter, has
Multiple Magnus rotor (10), each in wherein said multiple Magnus rotor (10) is assigned the electric notor (M) that can control separately for making described Magnus rotor (10) rotate, wherein each described electric notor (M) is assigned current transformer (U), to control the rotating speed of described electric notor (M) and/or rotation direction
Central Processing Unit (CPU) (SE), described Central Processing Unit (CPU) is connected with described current transformer (U), for each current transformer of control (U), independently to control rotating speed and/or the rotation direction of described Magnus rotor (10) respectively with other Magnus rotors (10)
The electric notor of the main drive (HA) of described freighter, the electric notor of wherein said main drive is assigned the current transformer (U) of the electric notor for controlling described main drive,
Wherein said control unit (SE)
Described Magnus rotor (10) is controlled in the first operational mode, make to obtain maximum propelling, difference between the propelling wherein expected and the propelling obtained by the rotation of described Magnus rotor (10) is produced by the electric notor of described main drive
In the second operational mode, turn off described Magnus rotor (10), and the electric notor advancing past described main drive expected produces, and
Described Magnus rotor (10) is controlled in the 3rd operational mode, make to obtain the propelling less than the maximum propelling of described Magnus rotor (10) by described Magnus rotor (10), difference between the propelling wherein expected and the propelling obtained by the rotation of described Magnus rotor (10) is produced by the electric notor of described main drive, and
Propelling unit (50), described propelling unit is had the pitch-gradient that can regulate and is driven by the electric notor of described main drive,
Explosive motor (DA), described explosive motor and electrical generator (G1, G2) are coupled, to produce electric energy, and
Actuation unit (BE), the propelling that described actuation unit is used for expecting is preset,
Wherein in described first operational mode, the propelling expected is the absolute of described freighter or relative velocity,
Wherein in described second operational mode, the propelling expected can regulate via the described pitch-gradient of the pitch-angle of described propelling unit (50), and
Wherein in described 3rd operational mode, the propelling expected is the absolute or relative power of the electric notor of described main drive.
2. freighter according to claim 1,
Wherein said control unit (SE) comprises
Wind speed (E1), and/or
Wind direction (E2), and/or
The default destination of described freighter, and/or
The navigation information of navigation elements (NE).
3. freighter according to claim 2,
The navigation information of wherein said control unit (SE) and wind speed (E1), wind direction (E2), the course line of presetting and/or described navigation elements (NE) controls rotating speed and/or the rotation direction of described Magnus rotor (10) relatively.
4. freighter according to claim 3,
Wherein said control unit (SE) is in order to determine the rotating speed of described Magnus rotor (10) and/or rotation direction and use the characteristic curve be located in described control unit (SE).
5. the freighter according to any one of claim 2 to 4,
Wherein said control unit (SE) determines course line relatively with wind speed (E1), wind direction (E2), the destination of presetting and/or navigation information, in described course line, the propelling obtained by the rotation of described Magnus rotor (10) is maximum.
6. freighter according to claim 5,
Wherein said control unit (SE) controls described freighter, to occupy the course line determined, in the described course line determined, the propelling obtained by the rotation of described Magnus rotor (10) is maximum.
7. freighter according to any one of claim 1 to 4,
Wherein said control unit (SE) calculates the consumption of the fuel of described explosive motor (DA) for each operational mode, the consumption of described consumption with other freighters similar in its size is compared, and exports the consumption calculated and the result compared.
8. freighter according to any one of claim 1 to 4,
Wherein be provided with multiple explosive motor (DA), described multiple explosive motor is coupled with an electrical generator (G) in multiple electrical generator (G) respectively, to produce electric energy,
Several explosive motors (DA) that wherein said control unit (SE) is connected in described multiple explosive motor (DA) to produce required electric energy, make at least to produce required electric energy by corresponding electrical generator (G), and several explosive motors (DA) turned off in described multiple explosive motor (DA), make the fuel discharge caused by described explosive motor (DA) be minimized.
9. the method for making freighter run, described freighter has: multiple Magnus rotor (10), each in wherein said multiple Magnus rotor (10) is assigned the electric notor (M) that can control separately for making described Magnus rotor (10) rotate, wherein each electric notor (M) is assigned current transformer (U), to control the rotating speed of described electric notor (M) and/or rotation direction; Central Processing Unit (CPU) (SE), described Central Processing Unit (CPU) is connected with described current transformer (U), for each current transformer of control (U), independently to control rotating speed and/or the rotation direction of described Magnus rotor (10) respectively with other Magnus rotors (10); With the electric notor of the main drive (HA) of described freighter, the electric notor of wherein said main drive is assigned the current transformer (U) of the electric notor for controlling described main drive, and wherein said method has following steps:
Described Magnus rotor (10) is controlled in the first operational mode, make to obtain maximum propelling, difference between the propelling wherein expected and the propelling obtained by the rotation of described Magnus rotor (10) is produced by the electric notor of described main drive
In the second operational mode, turn off described Magnus rotor (10) and control the electric notor of described main drive, the electric notor advancing past described main drive expected is produced, and
Described Magnus rotor (10) is controlled in the 3rd operational mode, make to obtain the propelling less than the maximum propelling of described Magnus rotor (10) by described Magnus rotor (10), difference between the propelling wherein expected and the propelling obtained by the rotation of described Magnus rotor (10) is produced by the electric notor of described main drive
Wherein said freighter has: propelling unit (50), and described propelling unit is driven by the electric notor of described main drive,
Explosive motor (DA), described explosive motor and electrical generator (G1, G2) are coupled, to produce electric energy, and
Actuation unit (BE), the propelling that described actuation unit is used for expecting is preset,
Wherein in described first operational mode, the propelling expected is the absolute of described freighter or relative velocity,
Wherein in described second operational mode, the propelling expected can regulate via the pitch-gradient of the pitch-angle of described propelling unit (50), and
Wherein in described 3rd operational mode, the propelling expected is the absolute or relative power of the electric notor of described main drive.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102010040920.0 | 2010-09-16 | ||
| DE102010040920A DE102010040920A1 (en) | 2010-09-16 | 2010-09-16 | Ship, especially cargo ship, with a Magnus rotor |
| PCT/EP2011/065730 WO2012034968A1 (en) | 2010-09-16 | 2011-09-12 | Ship, in particular freight ship, with a magnus rotor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103153778A CN103153778A (en) | 2013-06-12 |
| CN103153778B true CN103153778B (en) | 2015-11-25 |
Family
ID=44645717
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201180044595.5A Active CN103153778B (en) | 2010-09-16 | 2011-09-12 | There is the ship of Magnus rotor, especially freighter |
Country Status (12)
| Country | Link |
|---|---|
| US (1) | US8875643B2 (en) |
| EP (1) | EP2616324B1 (en) |
| JP (1) | JP5620586B2 (en) |
| KR (1) | KR101485875B1 (en) |
| CN (1) | CN103153778B (en) |
| CA (1) | CA2811249C (en) |
| DE (1) | DE102010040920A1 (en) |
| DK (1) | DK2616324T3 (en) |
| ES (1) | ES2708135T3 (en) |
| PT (1) | PT2616324T (en) |
| TW (1) | TWI443046B (en) |
| WO (1) | WO2012034968A1 (en) |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010040920A1 (en) * | 2010-09-16 | 2012-03-22 | Aloys Wobben | Ship, especially cargo ship, with a Magnus rotor |
| GB2515803B (en) * | 2013-07-04 | 2015-08-05 | Norsepower Oy | Control arrangement for a Magnus-type rotor propulsion system |
| GB2514855B (en) * | 2013-07-04 | 2015-08-05 | Norsepower Oy | User-Operable control for Magnus-type rotor propulsion system |
| US20150027125A1 (en) * | 2013-07-24 | 2015-01-29 | Anil Raj | Process for harvesting, storing, and using renewable energy to propel and power boats and ships, and maximize their average speed |
| CN103434628B (en) * | 2013-08-25 | 2015-11-18 | 西北工业大学 | A kind of propulsion system based on Magnus Effect |
| TWI592335B (en) * | 2015-09-24 | 2017-07-21 | 財團法人船舶暨海洋產業研發中心 | Energy management method for boats and ships |
| FI126441B (en) * | 2016-02-02 | 2016-12-15 | Norsepower Oy | Procedure and apparatus for suppressing ship movements |
| US10118696B1 (en) | 2016-03-31 | 2018-11-06 | Steven M. Hoffberg | Steerable rotating projectile |
| DE202017000338U1 (en) * | 2016-11-15 | 2018-02-16 | Liebherr-Components Biberach Gmbh | Power electronics with isolation fuse |
| CN106655989A (en) * | 2017-03-17 | 2017-05-10 | 广东高空风能技术有限公司 | High-altitude solar energy power generation unit and power generation system, and control method for power generation system |
| US11712637B1 (en) | 2018-03-23 | 2023-08-01 | Steven M. Hoffberg | Steerable disk or ball |
| FI129126B (en) | 2020-08-04 | 2021-07-30 | Norsepower Oy | A control method for a wind propulsion device on a vessel |
| KR20230041514A (en) | 2021-09-17 | 2023-03-24 | 대우조선해양 주식회사 | System and method for operating rotor sail on real sea area by using machine learning and computer-readable recording medium including the same |
| KR102595973B1 (en) * | 2021-10-26 | 2023-10-31 | 한화오션 주식회사 | Thrust And Drag Estimation Method Using Magnus Rotor Of Ship |
| CN115009495B (en) * | 2022-06-02 | 2024-02-27 | 大连海事大学 | Multifunctional intelligent optimization control system and method for ship energy efficiency improvement |
| JP2024021583A (en) * | 2022-08-04 | 2024-02-16 | 住友重機械マリンエンジニアリング株式会社 | Information processing device and ship |
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- 2010-09-16 DE DE102010040920A patent/DE102010040920A1/en not_active Withdrawn
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2011
- 2011-09-12 PT PT11755340T patent/PT2616324T/en unknown
- 2011-09-12 WO PCT/EP2011/065730 patent/WO2012034968A1/en active Application Filing
- 2011-09-12 CN CN201180044595.5A patent/CN103153778B/en active Active
- 2011-09-12 ES ES11755340T patent/ES2708135T3/en active Active
- 2011-09-12 US US13/822,180 patent/US8875643B2/en active Active
- 2011-09-12 CA CA2811249A patent/CA2811249C/en not_active Expired - Fee Related
- 2011-09-12 JP JP2013528625A patent/JP5620586B2/en active Active
- 2011-09-12 DK DK11755340.4T patent/DK2616324T3/en active
- 2011-09-12 EP EP11755340.4A patent/EP2616324B1/en active Active
- 2011-09-12 KR KR1020137007484A patent/KR101485875B1/en active IP Right Grant
- 2011-09-16 TW TW100133514A patent/TWI443046B/en not_active IP Right Cessation
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| DE2430630A1 (en) * | 1974-06-26 | 1976-04-01 | Franz Rudolf Gross | Rotary cylinder sailing boat - with automatic wind monitor to control direction and speed of rotation |
| US4602584A (en) * | 1984-06-12 | 1986-07-29 | Henry North | Propulsion device for a ship |
| GB2332891A (en) * | 1997-11-21 | 1999-07-07 | Kenneth Arthur Austin | Aerodynamic lift producing apparatus |
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Also Published As
| Publication number | Publication date |
|---|---|
| PT2616324T (en) | 2019-02-19 |
| US8875643B2 (en) | 2014-11-04 |
| TWI443046B (en) | 2014-07-01 |
| KR101485875B1 (en) | 2015-01-26 |
| EP2616324A1 (en) | 2013-07-24 |
| DK2616324T3 (en) | 2019-02-25 |
| EP2616324B1 (en) | 2018-11-14 |
| CN103153778A (en) | 2013-06-12 |
| KR20130052630A (en) | 2013-05-22 |
| US20130220191A1 (en) | 2013-08-29 |
| TW201235262A (en) | 2012-09-01 |
| CA2811249C (en) | 2015-03-03 |
| DE102010040920A1 (en) | 2012-03-22 |
| CA2811249A1 (en) | 2012-03-22 |
| JP2013537864A (en) | 2013-10-07 |
| JP5620586B2 (en) | 2014-11-05 |
| ES2708135T3 (en) | 2019-04-08 |
| WO2012034968A1 (en) | 2012-03-22 |
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